Aircraft



T. 0. PERRY.

Y AIRCRAFT.

APPLlcAloN-HLED JuLYH, 1918. nENEwED FEB. zo, 1920.

Patented June 29, 1920.

6 SHEETS-SHEET 2.

INVENTORI 1. o. PERRY# AIRCRAFT. l PPLIC^TION FILED IULYII|AI9I8 RENEWEDFEB- 20, |920. 1,345,101. I

Patented June 29, 1920.

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I I f am d a z/ o www W 7 Mw .@w/ .w IIII O umm IIIIIIII III Mmm.

INVENTOR T. 0. PERRY.

AIRCRAFT. APPLICATION lFILED lUL Y1I, 1918. RENEWED FEB. 20, 1920.

Patented June 29, 1920.

6 SHEETS-SHEET 5.

INVNTDR:

T. 0. PERRY.

AIRCRAFT.

APPLICATION man lJunrll. 1918. nENEwED FEB. 2o, |920. 1,345,101.

INVENTOR.'

`|App1ioation led July 1 1, 1918, Serial No. "244,508. 'Renewed February20, 192i). Serial.l No. 360,069.--v

UNITED s'rA-'iiis THOMAS o. Pnimmor eax PARK, :LLI-Noia.

PATN'T AIB/CRAFT.

'lowing is a specification.

' My invention relates to improvements in ters and consists in additionsto and modifcations of the 'ap aratus shown in my pending applicationerial No. 135,007, filed Dec. 4, 1916, entitled-Air-craft for mechanicalilight'and automatic soaring; andthe objects of my improvements are,rst, to provide a more convenient arrangement of hand grips. lwherebythe various controls 4may be easily manipulated; second, to providemeans whereby the same wings may be actuated by either one oftwo motorsindependently, or b both motors actingA con- 5. junctively; thir to.provide against shock while descendin vertically at low s eed or nospeed; ,and ourth to simplify t e construction of various parts andreduce cost Tattain :these objects by the mechanism illustrated in theaccompanying drawing, inv-which?. c

Figur'e 1 isa-front elevation of the whole apparatus completelyassembled; Fig. 2, a side view in elevation `of the assembled ma-'.chine; Fig. 3, a -plan of the upper set of .'lfargedl plan of theupper win -ing one of the Wings attache Fi. v iewsof one of the winglinks; -i

wings attached totheir supporting the central spinal column showing theupper Y wing drum., apart'of the lower wing drum and various other partsimmediately con.-

nected; Fig'. 8,` a sectional front elevation of the same orcorrespondin parts as shown 'in Eig. 7 Fig. 9, a vertica sidelelevation. of

i the central'sp'inal column continued down- A platform, the'actuatingmotors, main drivward from' Fig- 7 with immediately v-'con nected parts;i elevation of the same'lor corresponding parts -as'shown in Fig. 9;Fig. 11', a vertical side elevation of the lower end of the spinalcolumn showing attached thereto the pilots -ing' gears, landingfbuifersandother parts; Fig. 12, a sectional plan taken at- 12-12 Specificationof Letters Patent.

g. 10 a sectional front Patented J une 1920.

on Fig/7 Fig. 13, asectional plantallren at l 13-13 on Fig. 9;-F takenat 14-14 on Fig. 9; Fig. 15,. aplan of the feathering `lever andassociated parts; Fig. 16, a sectional plan of the featherin ring and:feathering race with '-associatetgl parts, .takenthrough the pivotalaxis; Fig.

17, a. sectional ,plan taken at 17--17 on Fig.

11; u iidvFig.` 18, a plan of the motive inion and main Vgear wheelstaken beneath t e upper beari'n'g plate. All the ii as compared withFigs; 1. to 3."

.Similar vnumerals refer to similar parts throughout the several views.

ig. 14, a sectional plan l res from Fi 4 to Fig. 18 inclusive are enarged six fo d,

' The spinal supporting column 30 is tubunormally vertical. The wing 's31 -31 are also made of thin sheet metal, are tlibular in form andencircle the upperl portion of the spinal column one over theother.

-These drums have flanges 32 at their upper drum is aflanged gear wheel-36 having 1n-l ternal teeth adapted to mesh with the drum -pinions 37and 38 which roject through openings in the column insi e of which theyhave their bearings secured thereto. 'A square truss-plate 39y of sheet'metal is secured externally to each. of the internal gear wheels'. Drumstruts 40 rigidly connect the corners of the drum plates'with the upperdrum flanges 32 just beneath the rollers lar in form, made of thin sheetvmetal andA 34. Two pivot blocks 41fhavingfxedpivot pins 42 are securedto each ofthe. drum flanges 32 onv diametrically opposite sides and eachivot pinv '42 loosely pierces la threadedwing nut 43, tlienut beinconfined longitudinally between the pivot lockA and a head on the pin.4The wing arms 44 are made oflight tubing 'of considerable diametertheir inner ends 'screwing on to the wing nuts 43 so as to have pivotalconnection withv the drum flanges 32. --The wings'45 have a light framework rigidly V secured to the tubular wing arms the whole being coveredwith 'suitable canvas. The outer extremities of the wings extendsomedistance beyondv the outer en s of the wing arms. Wing stays 46converge from the widely separated corners of the truss plates 39 to apoint on each wing just in front of the outer end of each wing arm wherethe connection is made flexible so as to permit' feathering of thewings. Wing leversl 47 are rigidly secured to the' inner ends of eachwing arm and extend diagonally therefromterminating in Wing. cranks 48which have 'their locations outside the peripheries of the wing drums invertical planes which centrally intersect the drums at right angles tothe wing arms as shown in Figs.v 3 and 5. Win links 49 have universaljoints at both en s and pivotally conl nect thecranks of each'set ofwings with opposite ends of a feathering ring 50 located beneath eachdrum. Guide rollers 51 onthe feathering ringsengage vertical featheringguides 52` which rigi ly depend lfrom the truss plates 39. y

Eachv featheringfring 50 carries two sets I of rollers l53 and 54 whichtravel in the channel of a feathering race 55, the rollers 53 bearingagainst onel or the other of two parallel flanges separated from eachother by about the diameter of the rollers and the rollers 54 bearingagainst the web .which unites the two flanges forming therewith thelchannel open around the outer periphery of each feathering race. A

-Each,r'eathering'race 55is supported at .dametrically opposite sides ona pivot rod y56 whic'hpasses throu h vertical slots 57 in the spinalcolumn.- ach pivot rod .56 is supportedv in pivot bearings 58 close'against the inner wall of the spinal column onlopposite4 sides and thesepivot bearings .have

feathering pillars 59 and 60.` The upper set of pivot bearings, joinedby the cross bar 6,1, rest on the pillars 59 which'converge downward andterminate .in a direction nut 62 carried by the direction screw 63 atthe upper end of the feathering shaft 64. lThis feathering shaft 64 isitself supported by an equalizing nut 65 adapted to receive theequalizing screw 66 .forming a part of the feathering shaft. Theequalizing nut 65 has engages through a=slotin the spinal column aninternal altitude 'grip' a'r wheel' 74 whose teeth surround anA looselybfe'ar l Y against the outer surface of the column and to which isattached the altitude hand grip i 75. A'collar 76 on the lower end ofthe altitude screw prevents vertical displacement of the screw.

The lower set of pivot bearings 58 rest upon the supporting pillars 60which converge downward to a guide 77 adapted to/ slide vertically on.the lower art of the feathering shaft. Cross plates 8 unite" the upperends of the pillars 60 and have bolted between their lower edges a splitbearing 79. Collars 80 on the featherin shaftprevent longitudinalmovement of t e shaft within the bearing. The pillars 59 and 60 are madeof sheet metal with sides bent at right angles to lthe connecting weband the lower pivot' rod passes through slots in the webs of'the pillars59.

The featherin shaft .has at its lower end a terminal 81 w ich is s uarein crossgsection adapted to slide vertically in the journal 82 of thedirection gear 83, the upper end of the journal having a square openingto lit the square `terminal loosely. T he direction gear 83 isvunderneath the split bracket 84 which spa-ns the spinal column and formsa 'bearing for the journal 82 whose upper end has a shoulder resting onthe upper end of the bracket bearing. The

-direction pinion 85 meshes with the direction gear 83 and also engagesthe direction grip gear 86 in the same manner as altitude pinion 73engages altitude grip gear 74. The direction pinion 8.5 turns on aheaded pin fixed in the split bracket 84. The direction hand grip 87 isattached to the outer rim of the grip gear 86.

The forked traction arms 88 are similar in construction and dispositionto those 4shown in my previous application, Serial No. 135,007, but thetraction bars 89 are made4 double so that the forks of the arms-lare'secured between the bars by means of rivets and the bars arenotmadelonger thanthe .internal diameter of the spinal column. Thefeathering racesA are secured to the ends of'the traction bars by meansof square pins 90 which 4are inserted throughsquare holes in the web ofeach feathering race and driven into closely fitting grooves formedbetween the ends of the double bars.

The square pins may be further secured by' pieces of coarse wire 91driven through the pms transversely just inside of the race webs. Thesesquare pins are'used in pairs at each end of the barsf'andpass throughlong verticalvslots 92 on opposite sides of the spinal column whichallow the feathering races tobe tipped on their pivot rods as well'as toybe moved bodily up andv down. The pivot rods. 56 pierce the tractionbars yat right angles .thereto and have their ends, lsecured to.the'feathering race webs b means f A of feathering blocks 93 whichflliny etween 4 thefspinal column and rfeathering 'races to which theyare fixed by screws.

. liao p gears.

The rollers 94 at the ends or the traction .arms travel vertically inthe traction waysl 95 in the same way as shown in my previousapplication above referred to and the paralleling links 96 and 97 withtheir supporting bracket 98 are substantially the same as previouslyshown, except that, instead of a single traction lever 99, two tractionlevers are used, one on each side` of the traction bracket being lixedto the two links 96. Also two traction links, 100, extend downward fromthe ends of the traction leversand connect pivotally' with the tractionnut 101 one on either side of the traction screw 102 whereon the nut isadapted to travel vertically. The traction nut 101 engages the links bymeans of trunnions whose lateral extensions are guided vertically bytrunnion guides 103. In the same manner, trunnion guides 1.04 confinethe trunnions of the altitude nut to movement up and down. The tractionscrew 102 has a traction pinion 105 fixed to its lower endwhich ismanipulated.

by means of the traction gear wheel 106 l'and traction hand grip 107both encircling the spinal column, in the same manner that. the

altitude and 'direction pinions are manipul lated. The bearing vbracket10S attached tothe spinal column permits rotation of the traction screwbut prevents vertical displacement because .of the collar 109 on thescrew shank between which and the traction pinion the bracket is placed.n y

The motive pinion 110, having spur teeth, is. centrally located at thebase of the spinal column and journaled between vertical bearings 111which are heldby up er and lower bearing plates 112' and 113 rlgidlysecured to each other by strong bolts 149 inclosed by spacing blocks 114of lcylindricalorm.- The upper bearing platelll112 is fixed to-the baseof the spinal co umn by means' of angleirons 115 and its circularperiphery -pro'e'cts considerably outside of the column. ese

bearing plates also support other vertical-'- bearings116 betweenwhich/are journaledthe motive gears 117 and counter-gears 118.

The motive gears directly engage the motivepinion and the counter-gearsmesh Awith the` inter-gears 119 which are fixed to the :motive The drumpinions 37 and 38ihave their bearings respectively inbearing rings 120and 121 fixed to the interior wall of the spinal column both aboveandbelow each set of pinions. Vertical connecting shafts 122 s verticalaxis inline with the axis of the inobar is suspended from the braces-135vby tieebars140. Lateral chaniiel tive pinion with which the motormay be directly connected as shown in my revious application No.125,007. Preferab y, however, connection between the primary motor andmotive pinion is made disconnectible by' 7o means of a clutch which maybe of any suit A able known construction. The particularf'orm of clutch126-127-128 shown lin Fig. 11 is fully described in m pendingapplication No. 244,509 and nee not be further described here than tosay that it consists of three principal parts, one part 126 carried bythe motor, a second part l127 carried by the pinion and a thirdmanipulative part 128 adapted to engage or disengage the other two partsand causethem to adhere with varylng degrees of cohesion. A circularshield 129 incloses partly some of the mani ulative mechanism.

yhe primary motor has its bearings in upper and lower channel bars 130and 131. The upper channel bar 130 is -xed diametrically to the innerwall of a cylindrical housing 132 Vwhich has the upper bearing plate 112for a supporting head. The ilot s platform 133 is fixed exteriorly to te base of the cylindrical housing and the lower channel' ilots platformby means of the posts 134. he outer ends of the lower channel bar whichproject beyond the feet of the posts are connectedwith the upper end ofthe cylindrical housing by diagonal braces 135 stayed about'midway byplercing the pilots platform l near its junc tion with'the posts. Across channel bar 136 joins the lower channel bar in thel form of acrossat right angles thereto and is similarly supported by posts 137 andbraces 138. Fore and atchannel bars 139 extend from the top of thecylindrical housing 132 to points honfzontally farther out than thevends of the lower channel' bar 131 and have their: outer ends'tiedthereto -and to the feet l of the bars 141 likewise extend from thespinal 110 .column near its 5ba-se to points horizontally artherout thanthe ends of the cross'channel-bar136 andhavel their outerfends tiedthereto and l'to the feet of the braces 1 38 `by tie-bars 142."Ihesechannelbars 141- :are 115 made broad enough to formconvenientseats '.for pilot j and passenger.

, `Hollowy plungers 143 depend from the ex- Y tremities of .the `foreand aft channel bars by pivotal connections and are thrustjinto tubularsheaths 144 which are closed at their lower ends .and retained invertical position byl ide links 145. These guide hnk's are usegil-npairs widely spreadwhere the cont nect 'with the broad'channel barsl ancon- 125 verging to their connections near the feet of the sheaths. Thelower ends of the hollow plungers are somewhat reduced in outer diameterfor some distance and these reduced parts have radial perforations 146arranged in vertical rows whichV communicate with central bores 147 inthe plungers. These bores in turn communicate with the large cavity ofthe hollow plunger and receive from below stop-off rods 148 whose lowerends are fixed to the ground bumpers 150. AElongated slots 151 in theplunger tops receive loosely restricting pins 152 whichdiametricallypierce the tubular sheaths for lim/iting the movement ofthe plungers within'thje sheaths. The stop-off rod is adapted to closesuccessively the inner ends of the radial perforations as the plunger isthrust downl into its sheath. When the plunger lis withdrawn from itssheath suflicientlyto uncover any of the radial perforations, a passageis afforded lfor the flow of oil or other. liquid from the interior ofthe hollow plunger so asvto'ill the space left in the sheath below theplunger. Plungeis 153 and'sheaths -154 similar'to those i describeddepend vfrom the extremities of the lateral channel. barsand areguided'vertically in like manner by links 155 ,Whichconnect with thecross channel bar 136.

But the lateral sheaths'154 terminate below in forks 156 carrying wheels157 on which the aircraft maybe balanced and rolled along thev ground.When the wheels are on the ground the fore and aft ground bumpers can beslightly raised therefromA when grasped ,by hand. All of the plungersylit their sheaths with sufficient looseness so that when lthe aircraftleaves "the ground the sheaths bytheir ownweight settle down to thelowest limit allowed by the slots 151 -and restricting pins 152.`

To relieve or supplement vthe direct connected primary motor 125, areserve motor 158 having aqhorizontal axis may be mount- I ed over therear part of the pilots platform an opening in the wall of the columnwithin 7 which it en ages a similar coupling 164 car- -wall of thespinal-column.'

ried by a s ort shaft havingv two horizontal bearings 166 and 167 whichform part of a bracket 168 fixed to the inner The bracket 168 alsohas'alon vertical bearing 169 in which is journale -af short vertical shaft.17 0 carrying the bevel gear Wheel 171 which engages the bevel pinion172 mounted on the short horizontal shaft 165 between the beari ings 166and 167. Vertical displacement of shaft 170 is prevented by a collar onits upper end holding up the bevel gear against the lower end ofthevertical bearing. IThe lpivot rods 56 in either Xed to the.

lower end of shaft-170 is reduced in diameter and protrudes loosely intothe upper end of the u wardly protrudingjournal of the motive pinion 110so as to insure exact alinement, and to facilitate lubrication of fromtheir connection lwith the after tubular i plunger to opposite, sidesofthe rear stand- .ard 159 when the.' reserve motor is used..

From the constructionl shown 1n lugs. 7

jand 9, it isevident that the :feathering races tipped about the 89 maybe simultaneousl 'rection by givlng the traction grip 1071s. rig-htlhand or left` hand turn, without in'ter ering with the verticalmovements which they may have at the Asame time through similarmanipulation of the altitude and direction gri s. Both feathering racesare tipped yec'lua ly and in the same direction as shown. The pivot rods56 are both located'in a vertical plane which stands at right angles tothe direction of propulsion orvtravel, and propulsive effort of therevolving wings is directed tof ward the lower sides of the featheringrings when tipped. This direction of propulsive force is due to the factthat the wing links which control the weather angles of the wingsare-located in vertical planes atright angles with the arms, orvaxesof'the wings; The vertical slots 92 are long enough to allow thefeathering races to tip as required.

The slots 57 allow the feathering rods to move up and down in them asguides. The feathering rings revolve around and tip with the featheringraces by reason of the rollers 51 engaging the feathering guides 52 de-vIn' pendin from the truss plates 39. The featherlng. races do notrevolve and are alwaystipped toward the direction of travel. v When thefeathering rings are tipped from horizontal position, the wing linksmove up and down while traveling around the vertical column. Thislcauses the wings, while moving rearward with reference ltol the course,to have greater weather angles'than when traveling forward, or causes aconltinuous feathering of the wings as they revolve, which reducesheadresistance while at the "same time producing tractive force.

This continuous feathering of the revolving Wiings during travelalongafstraight course otherwise would vary exceedingly during each wingrevolution.

As the propulsive effort due to continuous feathering of the wingsacts'near the' top of the vertical column, this effort tends to tip thetop of the column forward in the vproper direction and as required forincreasing the propulsive force through a volplaning action due toinclination of the machine as. a whole, thou h the volplaning may beaccomplished wit out actual descent, since the lifting force of therevolving wings is under control throu h manipulation of the altitudegrip which eathers all' of the wings in unison more or less as required.Evidently also, the amount of volplaning vinclination forward is undercontrol through manipulation of the traction grip without the necessityof the pilot shifting either himself or lany of his load. WhiletravelingI at any considerable speed, a shift of the feathering races tohorizontal positions would quickly cause a reverse tipping of the wholemachine.

When the altitude grip 75 is manipulated, the feathering races are bothmoved vertically up or down without change of their relative distancefrom each other, thus feathering all four of the wings equally. Thisprovides for control of altitude independ' ently of any change in motorspeed.

When the direction grip 87 is turned in a right hand direction, thefeathering shaft 64 is given a left hand turn and causes the twofeathering races to recede from each other. A left hand turn of thedirection grip causes the two featheringmaces to relatively approach. Inone case the upper set of wings experiences a relative increase ofweather angle, and in the other case the weather angles of the lowerwings are relatively increased. This is called differential feathering,which causes the craft to turn to right or left because one or the othersets of oppositely revolving wings, when so feathered, experiencegreater torsional resistance than the other set. In the first case thecraft turns to the right and in the second case it turns to the left.`As the propulsion due to continuous feathering is fixed 1n directionwith reference to car, the turning of the craft to right or leftlikewise changes the direction of the propulsive force. The directiveaction described above has involved only the direction screw 63. Theequalizing screw 66 would cause the lower feathering race to move up ordown without actually moving the upper race if the direction` andequalizin screws both had the same pitch. But since the'pitch of thedirection screwr is twice that of the equalizing screw, .bothfeatheringraces will move equally, but in opposite directions, so as toreduce the weather angle of one set of wings in the same proportion thatthe angle of the other set is increased. Thus the aggregate lift of allthe wings is less disturbed by the-differential feathering for steering.

The broad features of actuation andcontrol in this structure, aside fromthe addition of a reserve motor, are substantially the same as set forthin my previous appliments through the agency of screws and l nuts whichhold the controlling links wherever placed without the necessity ofhaving locking devices. Otherwise the altitude and traction controlmovements are the same as before, though a feathering ring has beeninterposed between the feathering race and the wing links, thus makingfeasible the use v of longer wing levers and permitting a `reduction indiameter of the feathering race. Besides, the inequality of strains inopposite wing links is sustained more directly by the feathering ringthus reducing the effort required in effecting these controls.. Therelative feathering for direction isefl'ected more directly than beforeas the pillars 59 directly connect the upper pivot bearings 58 with thedirection nut 62 and the direction gear wheel 83 has only a single spurpinion 85 interposed between itself and the internal grip gear 86.

The vertical driving shafts 122 and 124 are here carried up inside ofthespinal column instead of outside as in my former structure. Thisinvolves a slight enlargement in diameter of the spinal column butreduces considerably the diameters of the wing drums, and makes itunnecessary to provide special safety shields around the lower parts ofthe shafts.

The truss plates at the bases of the wing drums insure Aagainstdistortion of the 1nter al drum gears and also serve to more wid lyseparate the feetof the wing stays n as well as to reduce their length.The addition of the drum struts LOtransmits vertivcal thrust, due toweight carried, directly to than the pinion, as is determined by the,y

may be much lighter `than the primary motor without necessarily fdeveloping less power, although less power would sufiice for guardingagainst too precipitate descent. As the reserve vmotor need never workexcept for brief periods of time it is not likely to fail because-ofhard usage. The conditions of use are the best possible that a motor'canenjoy. Its fuel supply of small capacity may be entirely independent ofthe .main supply.

The independent clutching mechanisms. betwee'neach motor and the centralmotive pinion makes'it feasible for either motor to be used for.starting the other, as either can be connected to or disconnected fromthe other at will. The reserve motor being more favorably placed forthis purpose can be most conveniently used for starting the primarymotor.

The combined weight of the two motors need not greatly exceed thenecessary weight of `motive equipment where only one motor is used,since the power required for moderate rates of travel is considerablyless than that required for leaving the ground vertically in calmweather. Both motors :may be used to lift the aircraft 'from the groundwhen extra power is required and afterward the primary motor alone maysuffice without being made large enough for extreme conditions of use.'The saving of fuel may loverbalance some'possible additionA in weightof the two motor Altitudinal position'can be more 'readily controlled byfeathering the wings than'rby regulating the speed lof the motor. .Trac,

tional effort is also controllablev withoutl change lof motor speed.Therefore the motor need not be shut off or slowed downwhen a landingismade. It is a great advantage' absorption of -shocks isinade thegreatest-i -wings are set at their zero weather angle before they slowdown too much through motor failure, they will continue to revolverapidly, in the same directionas before driven, by the rush of airagainst their under surfaces due to ensumg descent, and

that their resistance .to descent when thus naturally propelled by windwill be greater than would be afforded by .a flat solid disk of the samediameter as the extreme spread of the wings. The "resistance thusafforded by even one set of revolving wings measuring 36 feet from tipto tip would be about 1600 pounds before the rate of vertical descentreached twenty miles per hour, a speed not dangerous -to the life of thepilot nor likely to involve personal injury. rl`his natural windactuated motion. will continue in the same direction even if ,thelweather angle of the wings4 is changed in either direction from zero asmuch as three degrees.

lf the revolutions should at any time be arrested during descent, thewings can be again set in motion by .temporarilyadjusaing their weatherangles to negative inch-f nations.

In my former application lobo - they are driven by thea motor, thatnog'surest m'eahs of 'avoiding damage from too sudden contact; withthe'earth Yet, in spite 4'of all precautions, shocks cannot'always beavoi-ded. Therefore I have provlded speclally eoient buffers made othermeans of direction need be provided.

in any case, not even for thej purpose zofvolplaning. y

Eor stabilizing purposes, the vrevolving wings, however driven, are moreeffect-ive than a solid disk of thesame diameter.- Mere extent ofsurface which accrues in effect through revolution has adampeningeffecton any tendencyto oscillation andthe lateral resistance-tovslippage is;greatly creased in every direction.---Osci1lations .111.

the plane of travel are controllable by' ma-y 'available becauseonly-shocks in a vertical* ,direction 4need'to be guarded against.- Theplungers 143 and l153 have a considerable@ range. of vertical movementwhich is reduced;

inlsspeed. as the plungersare driven deepen lnto their sheaths' bythesuccessive closing f of the radial perforations'through whichT oilmust-'escape from beneath the plungers. The amountof'resistance'toplunger motiony 1s regulatable by the'size .and number.of-l

\ the radial' yperforation's"andi maybe 'madez as great throughout u'thestroke' --as thea strength of structure will permlt.- S0 the top fdffthe xspinal column,

nipulation vof, the traction gri-p, 4as by 'this means theypropnlsi'vaefforts of the 'wings are variedfinv-a-fone andaftfdirection.- If

anything more than --therevolving wings are meeded tozpreventsideslipping, the well known recourse to longitudinal: fins above isavailable, a's they can easily be.y ixedto the The -gyroscopicresistance of -the Arevolving -.c linderl 'Y motor alsoputaafddmperonpe'ndu ujn-.like oscillio' wingsradially pivoted, motive, poweradapted tof. drive said Wings horizontally about a vertical axis andatubular vertical columnA upon whichvsaid'wings have their bearings, offeathering vmechanism for said wings partially inclosed withinsaid'vertical column and superposed circular hand grips encircling saidcolunmA adapted to I actuate said inclosed feathering mechanism trollingthe altitude, traction and direction- #of said aircraft, substantiallyasherein set for controlling the altitude, traction and direction ofsaid aircraft substantially as herein set forth.l o I '2.' In anaircraft, the combination' with radially pivoted wings,.a verticaltubular column uponfwhich said' wings-have their bearings and motivepower adapted vto., revolve said wings horizontally aboutthe verticalaxis of said column, of feathering' mechanism for said wings partiallyinclosed Within said colunm, feathering races'encir'- cling said columnoperatively connecting with said inclosed mechanism, feathering winglinks in swivel connection with said feathering races, and superposedhand grips encircling' said 'column ,adapted to actuate saidinclosedfeathering mechanism for conforth.

V3. In an aircraft, the combination lwith twosets of radially pivotedwings adapted to revolve horizontally in opposite directions about avertical axis, a'vertical'tubular column upon which said sets of wingshave their bearings and a motor adapted to actu ate said wings, offeathering mechanisms for said wings partially inclosed within lsaidcolumn, feathering races encircling ,said v column operatively connectedwith saidinclosed mechanisms, feathering rings swiv= eled upon saidraces, feathering links'f'beJ tween said rings and said wings andsuperposed hand grips encircling said column adapted to actuate saidinclosed feathering mechanisms for controlling altitude, traction anddirection ofsaid aircraft, substantiallyv as herein setn forth.

t. In .an-aircraft, the-combination with two sets of radiallypivoted-wings adapted to `revolve inopposite directions about a verticalaxis, la'vertical tubular column on which said sets of wings have 4theirbearings vand mechanism for feathering 'said wings to control altitude,traction and direction, of a primary motor adapted to revolve beneathsaid column about a vertical axis, a spur pinion driven from beneath bysaid primary motor and adapted to drive a plurality of Aspur'gears,shafts extending upward from said .spur gears to actuate said sets ofwings, a clutch connection between said primary motor and said pinion, asecondary motor adapted to drive said pinion from above, clutchconnection between said secondary motor and said pinion, and meanswhereby either or both motors may be connected or disconnected from saidpinion, substantially as herein set forth.

5. In an aircraft, the combination with horizontally revolving wingshaving their bearings on a vertical' tubular column, 'a

said column, spur gear wheels engagingv said pinion and shafts extendingupward fr o spur pinion centrallylocatedat the-base ofI said gear wheelsfor actuating said wings',

of aprimary motor adapted to drivesa'd,

pinion from beneatlLffa l seconder n"-{Ihotor adapted to 'drive 'said'pinionfnom'a ,'ovea'nd clutch connectionsl lietiiv'eenv said pinion-`and each of said motors'wheiffeb' either 'motor or' both may beindependent y` connected forl pinion, -substantially ydisconnected'fromv said asyherein sety forth. A,

'6. In an"aircr'aft,the combination 'with horizontally revolving wingshaving their bearings on .a vertical tubular column, a

said column, spur gear wheels engaging said pinion, and shafts extendlngupward from said gear wheels for actuating said wings,

of a primary motor adapted to drive said pinionfrom beneath; a secondarymotor vadapted to drive said pinion from above and clutch connectionbetween said pinion and one' of said motors whereby one may be held inreserve for emergency use, or both maybe simultaneously used,substantially as hereinset forth.

7. V'In an aircraft, the combination with tions, for restricted passageof'liquid, whichv the stop-ofi' rod is adapted vt'o'suceessively r closeas the piston is forced into the buffer sheath, substantially as lhereinset forth-` vertical column having bearings v.for sai wingsat or n'earits upper end', amotor atthe base of said column ,adapted 'to-v actuatesaid wings and means for lcontrolling.descent in l -spur pinioncentrallyylocated at the base of.

horizontallyv revolving wings, a supporting f vertical 'column havingbearings for said iis '-8.' Inv an aircraft, the combination with,horizontally revolving wings,l a'supportin a truly verticaldirection,of vvertical buffer sheaths closed at their lowerends andpartially filled ,with liquid, hollow. plungers depending from theaircraft and adapted to' be thrust down rinto" said sheaths from above,

of liquid from below into the interior of said plunger and stop-off'mechanism for 4"a succession of restricted passages for How successivelyclosing.. said restricted passages, substantially as hereinJ set forth.y

9. In an aircraft,' the combination with radially pivoted wings adaptedto revolve horizontally about a vert1cal axis, motive power adapted toactuate said wings andf'a' central supporting column, of one'ormore wingvdrums encirclingnsaid column with bearings thereony for carrying saidwings, pivotaljconnection with the wings atthe upper end of the. drum,an internal driving ear at the base of the,;drum, a reinforcing rum!plate rigidly secured around said inv terna-lf driving-` gear withbroady lateral' expanse,`drum struts diverging from the upper endof-said drumv to .widely separated con- 'nections with the periphery ofsaid drum plate and wing stays diverging from a re circlingsaid columnwith bearings thereon for carrying said wings, pivotal connections withthe wings at the upper` ends of said drums, internal driving gears atthe. lower ends of said drums, reinforcingdrum plates rigidly securedaround saidfinternal gears with broad lateral expanse, drum struts di'-lverging from the upper endsof said drums to widely separated connectionswith the'pe'fV ripheries of said drum plates and wing stays divergingfrom remote parts of said .wings .to the connections betweensaidstrutsand said drum plates, substantially as herein set forth.'

11. In an aircraft, thev combination with radially pivoted wingsadapted-to revolve horizontallyl about a vertical axis, motive powertoactuate said wings and a central supporting column, of one or-morewing drums encircling saidcolumn with bearings thereon for carryingsaid wings, 'pivotal' connections withl the wings at the upper ends .ofthe drums, internal ldriving gears.

at the base ofthe drums, drumplates extending from the bases of saiddrums to points radially distant, drum struts diverging from Athe upperportions of said drums to said radially distant points of the drumplates and wing stays diverging from remote parts of the wings to theconnectionsbetween said struts and said drum plates, substantially asherein set forth. l

12. In an aircraft, the combination with radially pivoted'wings adaptedto revolve horizontally about a vertical axis, motive power to actuatesaid wings and a central supporting column, of one or more wing drumsencircling said column with bearings thereon for carrying said wings,pivotal connections with the wingsat the upperl lends of the drums,internal driving gears at the base of the drums, drum plates ex-`tending laterally froin the bases'of, said drums to points radiallydistantf/ druni struts diverging from the upper portions'of said drumsto said radially distant points of the drum plates, wing stays divergingfrom remote parts of the wings to the connections between said strutsand .said drum plates, feathering races capable of vertical displacementenolrcling'said cclumn beneath y said drum plates, feathering mechanismpartially inclosed within said-[column adapt 'ed to vertically displlacesaid feathering p races, -elongated feat ering rings swiveled upon saidraces, widely separated wing andone or more feathering ring guides onsaid drum plates adapted to revolve said rings horizontally about saidcolumn. in unison with the wings, substantially as herein set forth.

THOMAS lo. PERRY.

.links connecting opposite parts of said Vfeathering rings with said.pivoted wings

